Propane or like fuel supply system for internal-combustion engines



Feb. 1, 1955 A. MENDEZ PROPANE OR LIKE FUEL SUPPLY SYSTEM FORINTERNAL-COMBUSTION ENGINES '2 Sheets-Sheet 1 Filed June 29, 1950INVENTOR.

fliteda Mendez iiiml m flTTORNEY.

Feb. 1, 1955 A. MENDEZ 2,701,133

PROPANE OR LIKE FUEL SUPPLY SYSTEM FOR INTERNAL-COMBUSTION ENGINES 2Sheets-Sheet 2 Filed June 29, 1950 INVENTOR. JYl/l'ea'o fie/ dezHTTORNEY.

United. ttes Patent PROPANE OR LIKE FUEL SUPPLY SYSTEM FORINTERNAL-COMBUSTION ENGINES Alfredo Mendez, Chicago, 111.

Application June 29, 1950, Serial No. 171,067

4 Claims. (Cl. 261-16) This invention relates to the art of fuel supplymeans and systems for internal combustion engines, with particularreference to those used in motor vehicles although not limited thereto.

Although the petroleum hydrocarbons provide the most suitable internalcombustion engine fuels, and present a wide range; yet in terms ofconsumption it is demonstrated that the greatest demand falls within afairly limited scope-the gasoline fractions-so that an economicdisparity exists in the use of the various available fue s.

The petroleum fractions, such as propane and butane, which haverelatively low boiling points and are liquid only while under pressureshigher than atmospheric, have been restricted in use. For instance, ithas not been practical to employ such petroleum fractions in systemswhere engine mobility and portable load weights are factors of primaryconsideration, as in motor transport and in aviation. The mechanicalrequirements incident to the use of propane or the like impose burdensin the Way of special apparatus and accessories which heretofore havebeen not only cumbersome, bulky, and heavy, but also expensive, oftendelicate, and dificult to maintain in proper condition.

, It is therefore a primary object of my present invention to provide aninternal combustion engine fuel feed supply means and system which willovercome the objections heretofore encountered in efforts to employpropane or the like as a motor fuel, the apparatus employed in mydevelopment being simple, inexpensive, light in weight and readilyinstalled on motor vehicles without involving any great amount of timeor expense or, for that matter, unusual skill.

The invention further contemplates a fuel supply means or system ascharacterized which includes a heat exchanger which may be usedselectively as a cooler or heater for the interior of the vehicle.

Various other objects and advantages of the invention will be understoodand appreciatedupon reference to the accompanying drawings in connectionwith the detailed description of the illustrated embodiment of theinvention which follows.

It is to be further emphasized that the invention resides in certainnovel features of construction, combination and arrangement of parts,modes of operation, etc., which are dealt with in the drawings anddetailed description.

In the drawings, wherein the same reference characters have been used todesignate the same parts throughout the several views- Fig. 1 is adiagrammatic view illustrating a fuel supply means or system embodyingmy invention, the outline of an automobile chassis being indicated intop plan.

Fig. la is a section on line 1a1a of Fig. 1;

Fig. 2 is an enlarged plan view of the pressure regulator and solenoidcut-off valve which are incorporated in the propane supply line adjacentthe intake manifold of the engine;

Fig. 3 is a cross-sectional view through the intake manifold showing theusual gasoline carburetor with conventional throttle control mountedthereon, and likewise the supply connection and throttle control of thepropane supply line which has connection directly with the intakemanifold;

.Fig. 4 is a top plan view of the carburetor, intake manifold, and partsshown in Fig. 3;

Fig. 5 is an enlarged side elevational view of the heat exchange coiland blower of Fig. l with the car floor in section (see 55 of Fig. 1);and

Fig. 6 is an enlarged top plan view of the parts shown in Fig. 5.

Referring to the drawings by reference characters and turning to Fig. l,numeral 15 indicates an automobile chassis while 16 denotes theradiator, 17 the engine head, 18 the crank case, 19 the drive shaftenclosing casing, and 26 the fuel intake manifold having theconventional central enlargement 20a.

It is noted at this point that I contemplate, as will be more fullyexplained hereinafter, the selective use of either ordinary gasoline orpropane type fuel. Hence the usual carburetor 21, gasoline supply line Aand coriitirls remain in place as best indicated in Figs. 3 an Comingnow to my novel supply system for propane or other normally gaseous fuelat atmospheric temperatures, numeral 24 indicates the supply tank whichmay conveniently be mounted in the trunk compartment at the rear of thecar, as suggested by the showing in Fig. 1.

The propane supply tank 24 will have the pressure gauge 25 and therelief valve 26 as usual. In carrying out the invention, the outflowpipe 28 from the tank 24 will have its inner end 28a terminatingadjacent the bottom of the tank so that liquid fuel will be supplied tosaid line 28 as long as any remains in the tank. A valve 27, indicatedin Fig. 1, controls the outflow of propane from the tank 24 through thepipe 25.

Assuming that the weather is excessively warm, the liquid propanesupplied from the line 28 is discharged from the ordinaryrefrigerator-type expansion valve 29 through the line 30 directly to therefrigerating coil 31. At this point brief notice will be taken of theother pipes connected to the coil supply pipe 30 and the outflow pipe 32therefrom. Such other pipes are shut off during hot weather so as todirect the discharge from expansion valve 29 into the refrigerating orheat exchange coil 31. Such other pipe connections joining with 30 and32 will be discussed later on herein.

It is also noted in passing that Fig. 1 illustrates a motor driven fan31a within the refrigerating or heat exchange coil through which thepropane passes from the expansion valve 29. Such fan blows the cold airinto the interior of the vehicle, automobile, airplane or boat in whichthe system happens to be installed.

More detailed reference to the heat exchange coil 31, fan 31a, etc.,will be made presently.

Continuing now as to the propane fuel supply to the engine 17, thepropane fuel passes from the outflow pipe 32 of coil 31 to theT-connection 33 of the branch line 34 and thence to the coil 35 which isdisposed about the mufiier portion 23 of the exhaust pipe 22 from theengine 17. Thus, the heat from the muffler 23 gasifies the propane fuelor the like, and same passes in gaseous form from the coil 35 throughthe pipe 36 to a conventional pressure regulator valve 38 which issecured to the side wall of the engine well of the chassis as at 38a and38b (see Figs. 1 and 2). Pressure regulator 38 has the usual adjustingcup 39.

Figs. 2 and 4 best illustrate the propane supply line 40 from thepressure regulator 38 as having the throttle valve 43 adjacent to theconnection 42 which communicates directly with the enlarged centralportion 20a of the intake manifold 20 through the hole which usuallyreceives the nippleend 54, 55 of the pneumatic operating line 56 of thewindshield wiper motor (not shown).

As previously noted, the invention contemplates selective use ofgasoline or a propane type fuel and the leaving of the regular gasolinecarburetor 21 in place on manifold portion 20a. .Thus, when propane isto be used as fuel, the gasoline supply through line A is cut off by thesolenoid type valve B (Fig. 4) through operation of a dashboard-carriedswitch (not shown) and when gasoline is to be used as fuel the propanesupply is similarly cut off by operation of the solenoid valve 41 (seeFig. 2). However, when propane is supplied to the engine as fuel and thegasoline supply is cut ofl, as stated,

the gasoline carburetor 21 is made use of for supplying the requisiteamount of air to mix with the propane gas to assure proper combustion ofthe fuel in the engine cylinders, as will be shortly explained.

Referring to Figs. 3 and 4, it is noted that the carburetor 21 has theusual pivoted mount for the throttle valve (not shown) extendingoutwardly from the carburetor wall, and on which the usual cleat 46 issecured to be controlled in standard fashion by the depending rod 47which has the conventional connections (not shown) with the acceleratorpedal located within the vehicle.

Since, as stated, the gasoline carburetor 21 with the gasoline supply Athereto cut off at B, is employed to supply air to intake manifold 20when propane fuel is being used, simultaneous control of the carburetorthrottle valve and the propane throttle valve 43 is necessary. Thus, Iweld to the carburetor valve stem cleat 46 the upstanding strap metalstrip 48 having the lineal series Of apertures 49 therethrough. Thehooked outer end 50:: of a turnbuckle rod 50 is engaged in a selectedone of the apertures 49, and the hooked end 51a of the other turnbucklerod 51 is engaged in a selected hole 44a in the operating arm 44 of thepropane throttle valve 43. A turnbuckle connection 52 takes on thethreaded inner ends of the hooked turnbuckle rods 50, 51 so thatrelative adjustment of the throttle valve controls 44, 4846 can beeffected. Thus, it will be seen when the accelerator-controlled rod 47is moved upwardly or downwardly, there will be simultaneous operation ofthe carburetor throttle valve controls .45, 46 and the propane throttlevalve 43, 44-the former to admit air and the latter to admit aproportionate required amount of propane for proper combustion in theengine cylinders.

Referring to Figs. 3 and 4, the member 42 which connects the propaneline to the intake manifold enlargement 20a is of T-formation andprovides the branch 42a in which is secured the threaded nipple end 54of the pneumatic operating line 55, 56 of the windshield wiper operatingmotor (not shown).

Turning now to the heat exchanger coil and assembly 31a which isdiagrammatically illustrated in Fig. 1 (see Figs. 5 and 6) numeral 57indicates the car body floor in which is cut the seat-defining hole 58for the fan or blower motor 59, which latter is seated endwise in saidhole 58 so that the armature shaft 60 projects u wardly substan-. tiallyconcentricall of the coil 31;! and above the plane of the floor 57, Thefan or blower element 31a is detachably secured on the projecting end ofthe armature shaft 60 of the motor in conventional fashion.

In the illustrated embodiment the motor is seen to be provided with acircumferential outwardly projecting stop flange 61 which functions tolimit insertion of the motor into the hole or seat 58 in the car bodyfloor 57. Screws 62 extend through motor flange 61, the contiguousbottom sheet metal annulus 64 of the coil and fan housing cage and thesubjacent fiber mat 63 which is disposed as a vibration absorbingcushion upon the floor 57.

The coil and fan-enclosing cage is defined by the sheet metal bottomannulus 64 just referred to, the upstanding marginal sheet metal postextensions of said bottom annulus 64;, the top annulus or ring 67, andthe grille-like cover 65 which is carried by the latter. Screws 64cextending through lateral projections of bottom annulus 64 secure'thecoil and fan-enclosing cage in place independently of thc blower motor59.

Also, as indicated in Fig. 5, the top ring or annulus 67 has marginal,circumferentially spaced depending ears 67a which overlap the upper endsof the respective sheet metal posts 64 1 and are secured thereto byscrews or the like 68.

The top grille of the coil and fan housing cage has several marginaldownwardly offset apertured attaching feet through which screws 66 passto fasten the grille to the top ring or annulus 67.

Referring to Fig. 1 again, this view illustrates how the heat exchangecoil 31 may be included in a hot water circuit so as to serve as aheater in cold weather. In carrying out this; phase of the invention ahot water supply pipe 69 has connection with the water pump 70 and line32 from the coil 31 as indicated at 71 and the return pipe 72 to theradiator 16 has connection with the pipe 30 leading to. the coil 31.

When the coil 31 is used for heating purposes or during mild weatherwhen it is not needed for cooling, the valve 76 in the propane supplyline 30. is closed so as to bypass the coil 30 and transmit the fueldirectly to the coil 35 about the muflier 23. In this condition of usethe cut-off valve 77 in line 32 from coil 31 is operated to close saidpipe 32.

Fig. 1 also indicates that the supply and return hot water lines 69, 72each have cut-off valves 74 adjacent the T connections 71, 73 with therespective propane lines 32a, 30 adjacent the coil 31. Fig.1 likewiseillustrates a drain petcock 75 in the propane line 32 from the coil 31so that the latter can be drained of hot water or propane whennecessary. It should be noted further that there is a cut-off valve 78in the branch line 34 which, as stated, provides the propane bypass forthe coil 31 when the latter is not to be used for refrigerating orcooling purposes.

The operation of my system will be briefly summarized as follows:

It will be apparent from Fig. 1 that the propane or other fuel which isnormally gaseous at atmospheric temperatures may be passed from tank 24to the engine intake manifold 2 through the expansion and regulatorvalves 29, 38, respectively, either by way of the cold disseminatingcoil or heat exchanger 31 or by way of the branch pipe 34. The portion35 of the propane supply pipe which is coiled about the muffler 23 ofexhaust pipe 22 effects vaporization of the fuel. However, it is to beemphasized that the coiling of the propane supply pipe about the mufiier25 is not absolutely necessary except in cold climates and is entirelysuperfluous in hot weather.

As illustrated, the engine 17 may be operated either on propane throughline 28, 40, etc., or on gasoline from the usual supply through the pipeA to the carburetor 21 (see Figs. 3 and 4). When propane is used as thepower fuel the gas supply line A is cut off by solenoid valve B of Figs.3 and 4, an operating switch (not shown) being conveniently associatedwith the dashboard. However, when operating on propane supply, theadjustable link connection 52, 41 between the gasoline throttle control46 and the propane throttle 44 enables the carburetor 21 to be employedfor air admission purposes. Then when the driver selects gasoline forthe power fuel the propane supply will likewise be cut oif from the dashby operation of a suitable switch for closing the circuit of thesolenoid valve 41 in the propane line, as best indicated in Fig. 2.

The heat exchanger coil 31 may be cut in to the branch circuit of theengine cooling system for heater use in the winter, at which time, ofcourse, the propane supply wil pass through branch 34 to mufller coil35.

A suitable drain hole 79 may be provided through the floor 57, mat 63and annulus 64 so as to provide for drainage of water or propane whenthe coil 31 is drained through petcock 75.

I claim:

1. In charge forming apparatus for internal combustion engines having afuel charge conduit communicating with a cylinder and by which ap aratusa liquid first fuel and a second gaseous fuel are selectively employedand mixed with air in the formation of a fuel charge, there being aunitary air admitting first fuel carburetor communic ting with saidconduit and having a cut-ofl-incorporatin firs fuel inlet means and afuel charge flow controlling throttle valve and operating meanstherefor; the combination of a cut-off valve-incorporating second fuelsupply means cornmunicating with said fuel charge conduit solely at apoint between said throttle valve and engine cylinder so as to be whollyindependent at all times of control by said throttle valve, a flowcontrol valve in said second fuel supply means and independent of saidsecond fuel cut-off valve, an operating member connected to said secondfuel flow control valve, and an operative connection between saidoperating member and said throttle valve operating means wherebyoperation of the throttle not only controls said second fuel controlvalve but also through operation of said throttle valve, when the firstfuel supply is cut off, operates the throttle valve to supply air fromthe air inlet means of said first fuel charge forming means to mix withsaid second fuel in the formation of a fuel charge.

2. In charge forming apparatus for internal combustion engines having afuel charge conduit communicating with a cylinder and by which apparatusa liquid first fuel and a 'second gaseous fuel are selectively employedand mixed with air in the formation of a fuel charge, there being aunitary air admitting first fuel carburetor communicating with saidconduit and having a cut-oif-mcorporating firs fuel inlet means and afuel charge flow controlling throttle valve and operating meanstherefor; the combination of a second fuel supply means communicatingwith said fuel charge conduit solely at a point between said throttlevalve and engine cylinder so as to be wholly independent at all times ofcontrol by said throttle valve, a flow control valve in said second fuelsupply means, an operating member connection to said second fuel flowcontrol valve, and a manually separable operative connection betweensaid operating member and said throttle valve operating means wherebyoperation of the throttle not only controls said second fuel controlvalve but also through operation of said throttle valve, when the firstfuel supply is out off, operates the throttle valve to supply air fromthe air inlet means of said first fuel charge forming means to mix withsaid second fuel in the formation of a fuel charge,

3. The combination set forth in claim 1, and said operative connectionbeing adjustable whereby to vary the proportions of air and second fuelsupplied to the engine cylinder.

4. The combination set forth in claim 2, and said operative connectionbeing adjustable whereby to vary the proportions of air and second fuelsupplied to the engine cylinder.

UNITED STATES PATENTS Holzapfel Oct. 24, Heinish Oct. 24, Day et a1Sept. 11, Davisson et a1 June 11, Holmes Aug. 27, Thatcher Aug. 11,Ensign Mar. 9, Tonkin Junev 7, State et a1 Oct. 25, Holzapfel Jan. 10,Tenney May 23, De Guyon June 24, Cunningham et al June 9, Trimble et a1Apr. 6, Gerson Sept. 12, Bodine, Jr. June 5, Stanly Apr. 4, Oishei Dec.12, Schneider May 27,

